Rail brake



April 14, 1931. J. MAY 1,800,895

RAIL BRAKE Filed May 17, 1927 Patented Apr. 14, 1931 UNITED STATES.Taxon MAY, or conceive, `eliminar nain BRAKE,

Application filed May 17, 1927, Serial No. 192,060, and in Germany Iay22, 192,6.

'j The present invention relates to an improved rail brake comprising atransition lever for obviating the sudden shocklike transmission of thewheel pressure to the l brake, and the novelty consists moreparticularly in the improved connection of said transition lever and ofthe several constructional parts of said rail brake.

The accompanying drawing illustrates the improved rail brake.

Figs. 1 and 2 show two end views of the rail brake in its inoperativeand operative position respectively, partly in cross section, on thelines II and II-II of Figs. 3 and 4 1l, respectively, while Figs. 3 and4 are side views corresponding to the two former figures, seen indirection of the arrows :c and a respectively.

As shown in the drawing p and r are both ,mi brake carriers arrangedalong every rail track. 0f these r is the firmly arranged carrier forthe outside brake, while the carrier p, to which the braking rail 0 isattached, is arranged movably and supported near the rail track f by aspring 7L. Brake carriers p and r are connected to one another bybridles m, which latter rest with segments k on horizontal arrangedI-beams Z. By hydraulic pressure, for instance by a piston g, l0 theI-bearns Z and also the brake carriers p and r maye be lifted up anddown. a is the shock neutralizing transition lever, which, according tothe invention, is inserted in the up and down movable braking rail o andattached thereto as afterwards described. Prior to the wheels of thevehicle on the rail track f encountering the rail brake, the brakingrail o attached to the fulcruined lever p as well as the counter-rail rcan be so lifted by means of the hydraulic contrivance acting in thedirection of arrows 1/, that the ange of wheel n runs upon the foot ofthe braking rail o and is thus forced by the pressure of the wheelitself between the head of i the braking rail 0 and the counter-rail 7and thereby braked, The running of the wheels onto the raised brake isensured in that on the one hand the braking `edges of the inner brakingrail o and of the outer braking rail 95 'i' have been drawn apartwedge-like and on the ,other handthe braking rail 0 is bent vertlcellyin the vertice-l plane euch e distance, that the wheel even at thegreatest height of wheel flange can run on surely onto the foot of the.oscillatably mounted-brake rail 0- After the lrunning 011 theosoillntebly mounted inner brake carrier p is depressed until the`braking rail a comes to bear with itsbraking edge on the inner surfaceof the wheel, theouter-rail r, owing to the rigid Connection with theinner .rail o and the can` ren p, being brought by mennsof the bow m tohear against the outer Surface. of the wheel., The *lever principlefurther shows that the closed. circuit to the tread takes Placersooneror later according toits thickness, that is that the oscillating courseof the braking rail. ol is different. A thick tread. consequentlyleadsearlier .te the lSed Cil`- @uit so that et variable Control pressures onthenietonslfee long es they are below the maximum pressiirecorrespendinsto the axle Weghtthe entire Syst-ein is depressed and the fulcluni e ofthe oscillatable rail assumes therewith .e certain height position`relative te the upper edge of the rail,` according to the ClosedCircuit., With maximum pressure the wheel is lifted accordingly `afl?ythe freek rail, so, that the entire Wheel weight is con Verted intepressing on force according to the lever ratio. The thinner the treadis, the Smaller kWill be the vertical downward Inoveinent of thecarriensystem at closed circuit, i. e. the thinner the tread, the higher the fuL crurn, la ofthe osellat-ably mounted brake carrier p willbe situatedrelative to the upper edge of the track rail,

At closed circuit a sudden vertical loading of the hydraulic liftingdevice occurs and the braking force is also directly engaged with itsactual maximum strength-` By this means and owing te the wheel runningon the braking edges` drawn apart conically, shock-like forces areproduced, which are undesirable both for the brake asalso for the car.Consequently the reducing of this undesirable stressing eoltitutes animportant technical progress, 'the atteiningof which is the object ofthis invention. y

According to the invention, a shock neutralizing transition lever `a is'inserted in the face of said lever at its bearing-supported verticallymovable braking rail o and it 'is attached thereto at one end by meansof a link s, its other end bearing freely upon a fixed foundation`bearing t located adjacent the end of the braking rail 0. For thereception of said transition lever a the foot of the braking rail o,which latter consists of a normal section of a rail, is cut away at bothends from the fastening place of the lever a until toits end, wherebythe web of the lever o is inend.

my hand.

clined in longitudinal direction correspondv ing to the position of thelever a shown in Fig. 3. Furthermore, theifoot of the rail track f has arecessionru of about the length of the lever a in order to warrantafriction#` lessv working of the lever'a. The transition lever a consistsofa cast steel beam. The

, fixed bearing t is arranged at such a height that the lever in thebraking position (Fig. 4) lies horizontally on a level with the cut-awayportion rail foot, so that the flange of the wheel n runs upon the same(Fig. 2) Y In the inoperative position (Figs. 1 and'3) however,

the lever a assumes an inclined position so that its linked end isdownwardlyndirected, whereby the other lever end extending beyond-the'fixed `bearing t lies somewhat highery than in the braking position. YThis endof the lever is flattened or rounded on ,its upper surface at win order to prevent a wheel flange running thereon when the braking railo isnot raised. The flattening or rounding portion w ensured further ashockfree 'running of the Wheel flangeonto the rail brake, when.

the braking rail is lifted. Asthe braking rail 0 when the rail brake isin operative position, performs beside its vertical movement also aslight horizontal movement due to the turn? ing ofthe lever p, itfollows thatthe transi-'V tion lever a must be adapted 4to follow thisdouble movement. For this reason the vfixed bearing t is hemispherical.

With the improved arrangement, the brak-` ing is not effected in asudden and Vshocklike manner but gradually vand Yuniformly increasesfrom zero to full load, the horizontally orobliquely directed brakingand other! forces beinglrikewise transmitted gradually,

both toY the vtrack as wellfasto Ythe vehicle. e

Any shocklike stress uponjthe hydraulic lifting contrivance. is thusavoided, and no shock-like forces act upon the foundationof the brake orupon the vehicle.

What Iclaim, is:

The combination, Lin a rail brake, o f an up and down movablelbrakingvrail having at both sides a recessed footvportion, a movableshock neutralizing transition lever in-` serted in the latter andv atone end linked to said'rail, a'Xedhemispherical bearing adjacent thefree end of saidbraking rail'for freely supporting theV other end ofsaidlever in horizontal position withr raised braking rail, and a flattenedportion on the upper sur- In testimony whereof I have hereunto set JAKOB MAY.

